Method and device for controlling the angle of view of an in-vehicle camera, and vehicle

Abstract

The present application provides a method and apparatus for controlling the angle of view of an on-board camera, and a vehicle. The method includes: obtaining real-time status parameters of a vehicle, where the real-time status parameters are used to indicate a real-time driving status of the vehicle; and controlling the angle of view of the camera of the vehicle based on the real-time status parameters. According to an embodiment of the present application, the fixed angle of view of the on-board camera can be changed in the vehicle driving process to help the driver to better observe the surrounding driving environment, thereby improving driving safety.

Description

[Technical Field]

[0001] The present application relates to the field of intelligent vehicles, and more particularly to a method and apparatus for controlling the angle of view of an on-board camera, and a vehicle. [Background technology]

[0002] As vehicles are widely used in daily life, increasing attention is being paid to vehicle driving safety. Current vehicles, especially intelligent vehicles, are equipped with multiple cameras to assist drivers in driving or performing functions (such as autonomous driving of vehicles) by providing corresponding auxiliary visual information about multiple viewing angles. However, even if the number of cameras is increased, blind spot areas may still exist in different driving scenarios, especially when the driving status of the vehicle changes. In this case, unknown risks may arise, resulting in a decrease in vehicle safety.

[0003] Therefore, how to improve the driving safety of vehicles equipped with cameras is an urgent issue to be solved. Summary of the Invention

[0004] The present application provides a method and apparatus for controlling the angle of view of an on-board camera, and a vehicle, so that the real-time angle of view of the camera can be controlled based on real-time status parameters acquired during the vehicle driving process, thereby improving driving safety.

[0005] According to a first aspect, a method for controlling the angle of view of an in-vehicle camera is provided. The method includes acquiring real-time status parameters of a vehicle, where the real-time status parameters are used to indicate a real-time driving status of the vehicle; and controlling the angle of view of the camera of the vehicle based on the real-time status parameters.

[0006] In this embodiment of the present application, during the vehicle driving process, the status parameters can be acquired in real time, and the camera's angle of view can be controlled in real time, which can improve driving safety compared with the case where the camera's angle of view remains unchanged relative to the vehicle during the driving process.

[0007] The field of view of a conventional vehicle-mounted camera remains unchanged relative to the vehicle, and in this case, the angle and range of the captured image also remain unchanged relative to the vehicle. When the vehicle driving status changes, such a fixed field of view will result in blind spots that affect vehicle safety. According to the solution in this embodiment of the present application, the field of view of the camera can be controlled to change during the vehicle driving process. In this way, auxiliary visual information with higher accuracy can be provided for the driver's driving or the vehicle's autonomous driving function, thereby improving driving safety.

[0008] In relation to the first aspect, in some implementations of the first aspect, the step of controlling the angle of view of the camera of the vehicle based on the real-time status parameter includes a step of controlling the angle of view of the camera of the vehicle based on the real-time status parameter and a predetermined status parameter interval.

[0009] In relation to the first aspect, in some implementations of the first aspect, the status parameter interval includes a minimum value and a maximum value, the minimum value corresponding to a first angle of view of the camera, and the maximum value corresponding to a second angle of view of the camera; and controlling the angle of view of the camera of the vehicle based on the real-time status parameter and the preset status parameter interval includes controlling the angle of view of the camera of the vehicle to the first angle of view when the value of the real-time status parameter is less than or equal to the minimum value; or controlling the angle of view of the camera of the vehicle to the second angle of view when the value of the real-time status parameter is greater than or equal to the maximum value; or controlling the angle of view of the camera of the vehicle to a third angle of view when the value of the real-time status parameter is greater than the minimum value and less than the maximum value, wherein the third angle of view is obtained by performing linear interpolation on the first angle of view and the second angle of view based on the value, the minimum value, and the maximum value of the real-time status parameter.

[0010] In this embodiment of the present application, the real-time field of view of the camera is controlled based on the real-time status parameters acquired during the vehicle driving process and the maximum and minimum values ​​in a preset status parameter interval. In this way, when the vehicle driving status changes, auxiliary visual information with higher accuracy can be provided for the driver's driving or the vehicle's autonomous driving function, thereby improving driving safety.

[0011] In relation to the first aspect, in some implementations of the first aspect, before the step of controlling the angle of view of the camera of the vehicle based on the real-time status parameter and a predetermined status parameter interval, the method further includes a step of receiving configuration information for the status parameter interval; and a step of configuring the status parameter interval based on the configuration information for the status parameter interval.

[0012] Optionally, said status parameter intervals include at least one of the following intervals: a speed interval of said vehicle, a steering wheel angle interval of said vehicle, and an included angle interval between said vehicle and a horizontal plane.

[0013] In relation to the first aspect, in some implementations of the first aspect, the real-time status parameters include a vehicle speed of the vehicle; and controlling the angle of view of the camera of the vehicle based on the real-time status parameters includes controlling the angle of view of the camera of the vehicle to a fourth angle of view when the vehicle speed of the vehicle is a first vehicle speed; or controlling the angle of view of the camera of the vehicle to a fifth angle of view when the vehicle speed of the vehicle is a second vehicle speed, wherein the first vehicle speed is lower than the second vehicle speed and the fourth angle of view is smaller than or equal to the fifth angle of view.

[0014] As an example, for purposes of explanation, in the embodiments of the present application, "a field angle smaller than or equal to another field angle" may refer to a magnitude relationship between field angle values, where a smaller field angle corresponds to a smaller field angle value.

[0015] In this embodiment of the present application, the real-time field angle of the camera is controlled based on the vehicle driving speed value acquired in the vehicle driving process and the preset status parameter interval. In this way, road information with higher accuracy is provided for the driver's driving or the autonomous driving function of the vehicle in the vehicle acceleration or deceleration process, so as to help the driver or the autonomous driving function of the vehicle better adjust the driving policy, thereby improving driving safety.

[0016] In relation to the first aspect, in some implementations of the first aspect, the real-time status parameter includes an included angle between the vehicle and the horizontal plane; and controlling the angle of view of the camera of the vehicle based on the real-time status parameter includes controlling the angle of view of the camera of the vehicle to a sixth angle of view if the included angle is a first included angle; or controlling the angle of view of the camera of the vehicle to a seventh angle of view if the included angle is a second narrow angle, wherein the first included angle is smaller than the second narrow angle and the sixth angle of view is wider than or equal to the seventh angle of view.

[0017] As an example, for purposes of explanation, in the embodiments of the present application, "a field angle wider than or equal to another field angle" may refer to the magnitude relationship between the included angle between the horizontal plane of the field angle and a reference line or reference plane (e.g., the lower horizontal line, the upper horizontal line, the median line, or the bisector). For example, the reference line is the median line. In this case, a larger included angle between the median line and the horizontal plane indicates a wider field angle.

[0018] In this embodiment of the present application, the real-time viewing angle of the camera is controlled based on the included angle between the vehicle and a horizontal plane obtained in the vehicle driving process and the preset status parameter interval. In this way, in the process of the vehicle driving uphill or downhill, the viewing angle of the traditional vehicle-mounted camera, which is fixed relative to the vehicle, is changed to help the driver or the autonomous driving function of the vehicle better observe the uphill or downhill road conditions, thereby improving driving safety.

[0019] In relation to the first aspect, in some implementations of the first aspect, the real-time status parameter includes a steering wheel angle of the vehicle; and the step of controlling the angle of view of the camera of the vehicle based on the real-time status parameter includes a step of controlling the angle of view of the camera of the vehicle to deflect to the left by an angle corresponding to the steering angle when the steering angle is a counterclockwise steering angle; or a step of controlling the angle of view of the camera of the vehicle to deflect to the right by an angle corresponding to the steering angle when the steering angle is a clockwise steering angle, wherein a larger absolute value of the steering angle indicates a larger deflection angle.

[0020] As an example, for purposes of explanation, in this embodiment of the present application, the angle of view of the vehicle's camera is deflected to the left or right by a certain angle, which may mean that the angle of view is deflected to the left or right by a certain angle relative to the horizontal.

[0021] In this embodiment of the present application, the real-time field of view of the camera is controlled based on the steering wheel angle of the vehicle acquired during the vehicle driving process and a preset status parameter interval. In this way, the fixed angle and field of view range of the camera are changed during the vehicle steering process to help the driver or the autonomous driving function of the vehicle better observe the surrounding environment of the vehicle during the steering process and adjust the vehicle steering policy, thereby improving driving safety.

[0022] In relation to the first aspect, in some implementations of the first aspect, the camera is a front-view camera or a rear-view camera of a vehicle.

[0023] It should be understood that the above example of the on-board camera is merely an example for the purpose of illustration. Alternatively, the on-board camera may be a camera disposed on the top of the vehicle or a camera disposed on the side of the vehicle. This is not limited to this embodiment of the present application.

[0024] According to a second aspect, there is provided an apparatus for controlling the angle of view of an in-vehicle camera. The apparatus includes an acquisition unit configured to acquire real-time status parameters of a vehicle, where the real-time status parameters are used to indicate an operating status of the vehicle; and a control unit configured to control the angle of view of the camera of the vehicle based on the real-time status parameters.

[0025] The device provided in this embodiment of the present application can obtain status parameters in real time and control the camera's field of view in real time during the vehicle driving process, which can improve driving safety compared with the case where the camera's field of view remains unchanged relative to the vehicle during the driving process.

[0026] Optionally, the apparatus may further include a storage unit, which may be configured to store instructions and / or data, and the control unit may read the instructions and / or data in the storage unit, such that the apparatus can perform the method in the first aspect.

[0027] Optionally, the control unit may be a processor and the storage unit may be a memory, which may be a storage unit within the chip (e.g., a register or cache) or may be a storage unit located off-chip within the vehicle (e.g., a read-only memory or a random access memory).

[0028] In relation to the second aspect, in some implementations of the second aspect, the control unit is specifically configured to control the angle of view of the camera of the vehicle based on the real-time status parameter and a preset status parameter interval.

[0029] In relation to the second aspect, in some implementations of the second aspect, the status parameter interval includes a minimum value and a maximum value, the minimum value corresponding to a first angle of view of the camera, and the maximum value corresponding to a second angle of view of the camera; and the control unit is specifically configured to control the angle of view of the camera of the vehicle to be the first angle of view when the value of the real-time status parameter is smaller than or equal to the minimum value; or to control the angle of view of the camera of the vehicle to be the second angle of view when the value of the real-time status parameter is larger than or equal to the maximum value; or to control the angle of view of the camera of the vehicle to be a third angle of view when the value of the real-time status parameter is larger than the minimum value and smaller than the maximum value, wherein the third angle of view is obtained by performing linear interpolation on the first angle of view and the second angle of view based on the value, the minimum value, and the maximum value of the real-time status parameter.

[0030] In this embodiment of the present application, the real-time field of view of the camera is controlled based on the real-time status parameters acquired during the vehicle driving process and the maximum and minimum values ​​in a preset status parameter interval. In this way, when the vehicle driving status changes, auxiliary visual information with higher accuracy can be provided for the driver's driving or the vehicle's autonomous driving function, thereby improving driving safety.

[0031] In relation to the second aspect, in some implementations of the second aspect, the device may further include a receiving unit and a configuration unit, wherein the receiving unit is configured to receive configuration information for the status parameter interval; and the configuration unit is configured to configure the status parameter interval based on the configuration information for the status parameter interval.

[0032] Optionally, said status parameter intervals include at least one of the following intervals: a speed interval of said vehicle, a steering wheel angle interval of said vehicle, and an included angle interval between said vehicle and a horizontal plane.

[0033] In relation to the second aspect, in some implementations of the second aspect, the real-time status parameters include a vehicle speed of the vehicle; and the control unit is specifically configured to control the angle of view of the camera of the vehicle to be a fourth angle of view when the vehicle speed of the vehicle is a first vehicle speed; or to control the angle of view of the camera of the vehicle to be a fifth angle of view when the vehicle speed of the vehicle is a second vehicle speed, wherein the first vehicle speed is lower than the second vehicle speed and the fourth angle of view is smaller than or equal to the fifth angle of view.

[0034] In this embodiment of the present application, the device controls the real-time viewing angle of the camera according to the vehicle driving speed value acquired in the vehicle driving process and the preset status parameter interval. In this way, road information with higher accuracy is provided for the driver's driving or the vehicle's autonomous driving function in the vehicle acceleration or deceleration process to help the driver or the vehicle's autonomous driving function better adjust the driving policy, thereby improving driving safety.

[0035] In relation to the second aspect, in some implementations of the second aspect, the real-time status parameter includes an included angle between the vehicle and the horizontal plane; and the control unit is specifically configured to control the angle of view of the camera of the vehicle to be a sixth angle of view when the included angle is a first included angle; or to control the angle of view of the camera of the vehicle to be a seventh angle of view when the included angle is a second narrow angle, wherein the first included angle is smaller than the second narrow angle and the sixth angle of view is wider than or equal to the seventh angle of view.

[0036] In this embodiment of the present application, the device controls the real-time viewing angle of the camera based on the included angle between the vehicle and a horizontal plane obtained during the vehicle driving process and a preset status parameter interval. In this way, during the process of the vehicle driving uphill or downhill, the viewing angle of the traditional vehicle-mounted camera, which is fixed relative to the vehicle, is changed to help the driver or the autonomous driving function of the vehicle better observe the uphill or downhill road conditions, thereby improving driving safety.

[0037] In relation to the second aspect, in some implementations of the second aspect, the real-time status parameter includes a steering wheel angle of the vehicle; and the control unit is specifically configured to control the angle of view of the camera of the vehicle to deflect to the left by an angle corresponding to the steering angle when the steering angle is a counterclockwise steering angle; or to control the angle of view of the camera of the vehicle to deflect to the right by an angle corresponding to the steering angle when the steering angle is a clockwise steering angle, wherein a larger absolute value of the steering angle indicates a larger deflection angle.

[0038] In this embodiment of the present application, the real-time field of view of the camera is controlled based on the steering wheel angle of the vehicle acquired during the vehicle driving process and a preset status parameter interval. In this way, the fixed angle and field of view range of the camera are changed during the vehicle steering process to help the driver or the autonomous driving function of the vehicle better observe the surrounding environment of the vehicle during the steering process and adjust the vehicle steering policy, thereby improving driving safety.

[0039] In relation to the second aspect, in some implementations of the second aspect, the camera is a front-view camera or a rear-view camera of the vehicle.

[0040] According to a third aspect, there is provided an apparatus for controlling an angle of view of an on-board camera. The apparatus includes at least one processor and a memory. The at least one processor is coupled to the memory and configured to read and execute instructions in the memory. The apparatus is configured to perform the method of the previous aspect.

[0041] According to a fourth aspect, there is provided a computer-readable medium having stored thereon program code, which, when executed on a computer, enables the computer to perform the method in the aforementioned aspect.

[0042] According to a fifth aspect, there is provided a chip. The chip includes at least one processor and a memory. The at least one processor is coupled to the memory and configured to read and execute instructions in the memory. An apparatus is configured to perform the method of the previous aspect. [Brief explanation of the drawings]

[0043] [Figure 1] 1 is a schematic functional diagram of a vehicle according to an embodiment of the present application;

[0044] [Figure 2] 1 is a schematic diagram of a vehicle camera system according to an embodiment of the present application;

[0045] [Figure 3] 3 is a schematic diagram of a method 300 for controlling the angle of view of an on-board camera according to an embodiment of the present application;

[0046] [Figure 4] 3 is a schematic diagram of the view angle change of the front-view camera during the vehicle acceleration process according to an embodiment of the present application; FIG.

[0047] [Figure 5]3 is a schematic diagram of the view angle change of the front-view camera during the vehicle deceleration process according to an embodiment of the present application; FIG.

[0048] [Figure 6] FIG. 1 is a functional relationship diagram of the angle of view changing with speed for a front view camera of a vehicle, according to one embodiment of the present application.

[0049] [Figure 7] 3 is a schematic diagram of the view angle change of the rearview camera during the vehicle acceleration process according to an embodiment of the present application; FIG.

[0050] [Figure 8] 3 is a schematic diagram of the view angle change of the rearview camera during the vehicle deceleration process according to an embodiment of the present application; FIG.

[0051] [Figure 9] FIG. 1 is a functional relationship diagram of the angle of view changing with speed for a rearview camera of a vehicle, according to one embodiment of the present application.

[0052] [Figure 10] 1 is a schematic diagram of the view angle of a front-view camera changing with the steering wheel angle during a vehicle steering process according to an embodiment of the present application;

[0053] [Figure 11] FIG. 1 is a functional relationship diagram of the field of view of a front view camera of a vehicle as it changes with steering wheel angle, according to one embodiment of the present application;

[0054] [Figure 12] 1 is a schematic diagram of the view angle of a rearview camera changing with the steering wheel angle during a vehicle steering process according to an embodiment of the present application; FIG.

[0055] [Figure 13] FIG. 1 is a functional relationship diagram of the field of view angle changing with steering wheel angle for a rearview camera of a vehicle, according to one embodiment of the present application.

[0056] [Figure 14] 1 is a schematic diagram of the view angle change of the front-view camera in the process of the vehicle running uphill according to an embodiment of the present application; FIG.

[0057] [Figure 15] 1 is a schematic diagram of the view angle change of the front-view camera in the process of the vehicle running downhill according to an embodiment of the present application; FIG.

[0058] [Figure 16] FIG. 1 is a functional relationship diagram of the angle of view of a front view camera of a vehicle that changes with grade, according to one embodiment of the present application.

[0059] [Figure 17] 1 is a schematic diagram of the view angle change of a rearview camera in the process of a vehicle running uphill according to an embodiment of the present application; FIG.

[0060] [Figure 18] 1 is a schematic diagram of the view angle change of the rearview camera in the process of the vehicle running downhill according to one embodiment of the present application; FIG.

[0061] [Figure 19] FIG. 1 is a functional relationship diagram of the angle of view of a rearview camera of a vehicle that changes with grade, according to one embodiment of the present application.

[0062] [Figure 20] 1 is a schematic block diagram of an apparatus for controlling the angle of view of an in-vehicle camera according to an embodiment of the present application;

[0063] [Figure 21] FIG. 2 is another schematic block diagram of an apparatus for controlling the angle of view of an in-vehicle camera according to an embodiment of the present application; DETAILED DESCRIPTION OF THE INVENTION

[0064] The technical solutions of the present application will be described below with reference to the accompanying drawings.

[0065] For ease of understanding, an exemplary scenario to which the embodiments of the present application are applicable is described below with reference to FIG. 1 by using an intelligent driving scenario as an example.

[0066] 1 is a schematic functional diagram of a vehicle 100 according to one embodiment of the present application. The vehicle 100 may be configured to operate in a fully or partially autonomous driving mode. For example, the vehicle 100 may acquire ambient environment information by using a sensing system 120, and may acquire an autonomous driving policy based on an analysis of the ambient environment information to implement fully autonomous driving, or may present the analysis results to a user to implement partially autonomous driving.

[0067] Vehicle 100 may include various subsystems, such as infotainment system 110, sensing system 120, decision control system 130, drive system 140, and computing platform 150. Optionally, vehicle 100 may include more or fewer subsystems, and each subsystem may include multiple components. Additionally, all subsystems and components of vehicle 100 may be connected to each other in a wired or wireless manner.

[0068] In some embodiments, infotainment system 110 may include a communication system 111 , an entertainment system 112 , and a navigation system 113 .

[0069] The communication system 111 may include a wireless communication system that may wirelessly communicate with one or more devices directly or through a communication network. For example, the wireless communication system 146 may communicate over a 3G cellular system, such as CDMA, EVD0, or GSM / GPRS, or over a 4G cellular system, such as LTE, or over a 5G cellular system. The wireless communication system may communicate with a wireless local area network (WLAN) using Wi-Fi. In some embodiments, the wireless communication system 146 may communicate directly with devices using an infrared link, Bluetooth, or ZigBee. For other wireless protocols, for example, various vehicle communication systems, such as the wireless communication system, may include one or more dedicated short range communications (DSRC) devices, which may be used for public and / or private data communication between vehicles and / or roadside stations.

[0070] The entertainment system 112 may include a central control screen, a microphone, and audio equipment. A user may listen to broadcasts and play music in the vehicle based on the entertainment system, or may connect a mobile phone to the vehicle and implement screen projection of the mobile phone on the central control screen. The central control screen may be a touch screen, and a user may perform operations by touching the screen. In some cases, a user's voice signal may be acquired using a microphone, and some control performed by the user in the vehicle 100, such as adjusting the temperature inside the vehicle, is implemented based on an analysis of the user's voice signal. In some other cases, music may be played for the user using audio equipment.

[0071] The navigation system 113 may include a map service provided by a map provider to provide driving route navigation to the vehicle 100. The navigation system 113 may be used in combination with the vehicle's global positioning system 121 and inertial measurement unit 122. The map service provided by the map provider may be a two-dimensional map or a high-precision map.

[0072] The detection system 120 may include several types of sensors for sensing and detecting information about the vehicle 100's surrounding environment. For example, the detection system 120 may include a global positioning system 121 (which may be a GPS system, or may be a BeiDou system or another positioning system), an inertial measurement unit (IMU) 122, a lidar 123, a millimeter-wave radar 124, an ultrasonic radar 125, and a camera device 126. The detection system 120 may further include sensors of internal systems of the vehicle 100 being monitored (e.g., an on-board air quality monitor, a fuel gauge, and an oil temperature gauge). Sensor data from one or more of these sensors may be used to detect objects and corresponding characteristics of the objects (such as their position, shape, direction, and speed). Such detection and identification are important functions for the safe operation of the vehicle 100.

[0073] The global positioning system 121 may be configured to estimate the geographic position of the vehicle 100 .

[0074] The inertial measurement unit 122 is configured to sense changes in position and orientation based on inertial acceleration of the vehicle 100. In some embodiments, the inertial measurement unit 122 may be a combination of an accelerometer and a gyroscope.

[0075] LIDAR 123 may use laser light to sense objects in the environment in which vehicle 100 is located. In some embodiments, LIDAR 123 may include one or more laser sources, a laser scanner, one or more detectors, and other system components.

[0076] The millimeter wave radar 124 may use radio signals to detect objects in the environment surrounding the vehicle 100. In some embodiments, in addition to detecting objects, the radar 126 may also be configured to detect the speed and / or direction of movement of the objects.

[0077] The ultrasonic radar 125 can detect objects around the vehicle 100 by using ultrasonic signals.

[0078] The camera device 126 may be configured to capture image information of the environment surrounding the vehicle 100. The camera device 126 may include a monocular camera, a binocular camera, a structured light camera, a panoramic camera, etc. The image information acquired by the camera device 126 may include a still image or may include video stream information.

[0079] The decision control system 130 includes a computing system 131 that performs analysis and decision making based on the information obtained by the sensing system 120. The decision control system 130 further includes a vehicle controller 132 that controls the power system of the vehicle 100, and a steering system 133, an accelerator 134, and a braking system 135 configured to control the vehicle 100.

[0080] Computing system 131 may be operated to process and analyze various information acquired by detection system 120 to identify targets, objects, and / or features in the environment surrounding vehicle 100. Targets may include pedestrians or animals. Objects and / or features may include traffic signals, road boundaries, and obstacles. Computing system 131 may use techniques such as object recognition algorithms, structure from motion (SFM) algorithms, and video tracking. In some embodiments, computing system 131 may be configured to map the environment, track objects, estimate object speeds, and the like. Computing system 131 may analyze the various acquired information and derive a vehicle control policy.

[0081] The vehicle controller 132 may be configured to perform coordinated control over the vehicle's power battery and engine 141 to improve the power performance of the vehicle 100 .

[0082] The steering system 133 may be operated to adjust the direction of travel of the vehicle 100. For example, in one embodiment, the steering system may be a steering wheel system.

[0083] The axel 134 is configured to control the operating speed of the engine 141 and thereby the speed of the vehicle 100 .

[0084] Braking system 135 is configured to control deceleration of vehicle 100. Braking system 135 may slow down vehicle wheels 144 by using frictional forces. In some embodiments, braking system 135 may convert kinetic energy of vehicle wheels 144 into electrical current. Alternatively, braking system 135 may reduce the rotational speed of vehicle wheels 144 in another manner to control the speed of vehicle 100.

[0085] Drive system 140 may include components that provide power to vehicle 100. In one embodiment, drive system 140 may include engine 141, energy source 142, transmission system 143, and vehicle wheels 144. Engine 141 may be an internal combustion engine, a motor, a compressed air engine, or a combination of another type of engine, such as a hybrid engine including a gasoline engine and a motor, or a hybrid engine including an internal combustion engine and a compressed air engine. Engine 141 converts energy source 142 into mechanical energy.

[0086] Examples of energy source 142 include gasoline, diesel, other petroleum-based fuels, propane, other fuels based on compressed gas, ethanol, solar panels, batteries, and other power sources. Energy source 142 may also provide energy for other systems of vehicle 100.

[0087] The transmission 143 may transmit mechanical power from the engine 141 to the vehicle wheels 144. The transmission 143 may include a gearbox, a differential, and a drive shaft. In one embodiment, the transmission 143 may further include other components, such as a clutch. The drive shaft may include one or more shafts that may be coupled to one or more vehicle wheels 121.

[0088] Some or all of the functions of vehicle 100 are controlled by computing platform 150. Computing platform 150 may include at least one processor 151. Processor 151 may execute instructions 153 stored on a non-transitory computer-readable medium, such as memory 152. In some embodiments, computing platform 150 may alternatively be multiple computing devices that control individual components or subsystems of vehicle 100 in a distributed manner.

[0089] Processor 151 may be any conventional processor, such as, for example, a commercially available CPU. Alternatively, processor 151 may include, for example, a graphics processing unit (GPU), a field programmable gate array (FPGA), a system on a chip (SOC), an application-specific integrated circuit (ASIC), or a combination thereof. While FIG. 1 functionally depicts the processor, memory, and other elements of computer 110 within the same block, those skilled in the art will understand that a processor, computer, or memory may actually include multiple processors, computers, or memories that may or may not be housed within the same physical housing. For example, memory may be a hard disk drive or another storage medium located in a different housing than that of computer system 110. Thus, reference to a processor or computer is understood to include reference to a set of processors or computers or memories that may or may not operate in parallel. Unlike instances where the steps described herein are performed using a single processor, some components, such as the steering component and the deceleration component, may each have their own processor, with the processor performing only calculations related to the component's specific functionality.

[0090] In various aspects described herein, the processor may be located remotely from the vehicle and may communicate wirelessly with the vehicle. In other aspects, some of the processes described herein are performed by a processor located within the vehicle, and the remainder of these processes, including the steps necessary for a single operation, are performed by a remote processor.

[0091] In some embodiments, memory 152 may include instructions 153 (e.g., program logic) that may be executed by processor 151 to perform various functions of vehicle 100. Memory 152 may also include additional instructions, including instructions for transmitting data to, receiving data from, interacting with, and / or controlling one or more of infotainment system 110, sensing system 120, decision control system 130, and drive system 140.

[0092] In addition to instructions 153, memory 152 may further store data, such as road maps, route information, vehicle position, direction and speed, other such vehicle data and other information, that may be used by vehicle 100 and computing platform 150 during operation of vehicle 100 in autonomous, semi-autonomous, and / or manual modes.

[0093] Computing platform 150 may control functions of vehicle 100 based on inputs received from various subsystems (e.g., drive system 140, sensing system 120, and decision control system 130). For example, computing platform 150 may use inputs from decision control system 130 to control steering system 133 to avoid obstacles detected by sensing system 120. In some embodiments, computing platform 150 may be operated to provide control for many aspects of vehicle 100 and the vehicle's subsystems.

[0094] Optionally, one or more of the aforementioned components may be located separately from or associated with vehicle 100. For example, memory 152 may be partially or completely separate from vehicle 100. The aforementioned components may be communicatively coupled to one another in a wired and / or wireless manner.

[0095] Optionally, the above components are just examples. In actual applications, components in the above modules may be added or removed based on actual requirements. FIG. 1 shall not be construed as a limitation on the embodiments of the present application.

[0096] An autonomous vehicle, such as vehicle 100 traveling on a road, may identify objects in the vehicle's environment to determine an adjustment to its current speed. The objects may be another vehicle, a traffic control device, or another type of object. In some examples, each identified object may be considered independently, and the amount by which the autonomous vehicle's speed is adjusted may be determined based on characteristics of each object, such as the object's current speed, the object's acceleration, the distance between the object and the vehicle, etc.

[0097] Optionally, vehicle 100, or sensing and computing devices associated with vehicle 100 (e.g., computing system 131 and computing platform 150), may predict the behavior of the identified object based on the characteristics of the identified object and the status of the surrounding environment (e.g., traffic, rain, or ice on the road). Optionally, all of the identified objects depend on each other's behavior and may therefore be considered together to predict the behavior of a single identified object. Vehicle 100 may adjust the speed of vehicle 100 based on the predicted behavior of the identified object. In other words, the autonomous vehicle may determine a stable state (e.g., acceleration, deceleration, or stopping) to which the vehicle needs to adjust based on the predicted behavior of the object. In this process, other factors, such as the lateral position of vehicle 100 on the road on which the vehicle is traveling, the curvature of the road, or the proximity between static and dynamic objects, may also be considered to determine the speed of vehicle 100.

[0098] In addition to providing instructions to adjust the speed of the autonomous vehicle, the computing device may also provide instructions to change the steering angle of vehicle 100 so that the autonomous vehicle follows a given trajectory and / or maintains a safe lateral and longitudinal distance from objects near the autonomous vehicle (e.g., cars in adjacent lanes on the road).

[0099] Vehicle 100 may be a car, truck, motorcycle, bus, boat, airplane, helicopter, lawn mower, recreational vehicle, amusement park vehicle, construction device, trolley, golf cart, or train, etc. This is not particularly limiting in this embodiment of the present application.

[0100] 2 is a schematic diagram of a vehicle camera system according to one embodiment of the present application, in which an automobile 200 is a specific example of the vehicle 100 in FIG.

[0101] Automobile 200 may have a camera system, which may have one or more cameras. In the example shown, camera 9 may be a front-view camera, camera 11 may be a rear-view camera, cameras 10 and 12 may each be side-view cameras, and the other numbers represent cameras distributed on top of the vehicle.

[0102] Optionally, the camera applicable to this embodiment may be a fisheye camera with a field angle of 220° or 230°. The specific specifications of the camera are not limited to this embodiment of the present application.

[0103] It should be understood that the number and type of cameras on the vehicle are not particularly limited in this embodiment. The camera distribution status in the vehicle camera system in Figure 2 is only an example for explanation. Any case in which the cameras installed on the vehicle can make corresponding changes based on the real-time angle of view during the vehicle driving process can be applied to this embodiment of the present application.

[0104] The camera's angle of view can be changed by adjusting the camera's focus, rotating the camera, moving the camera, or the like. For example, if the camera's angle of view needs to be increased, i.e., the range of images captured by the camera needs to be larger, the camera's focal length can be increased; otherwise, if the camera's angle of view needs to be decreased, i.e., the range of images captured by the camera needs to be smaller, the camera's focal length can be decreased. In another example, if the camera's angle of view needs to be adjusted in the up / down direction or left / right direction (i.e., the camera's angle of view range does not change, but the midline of the angle of view is rotated), the angle of view can be rotated or translated by rotating and / or translating the camera (e.g., rotating or translating the camera using a mechanical mechanism).

[0105] To facilitate understanding of the embodiments of the present application, the following describes terms used in the embodiments of the present application.

[0106] (1) Fisheye camera: A fisheye camera is a lens with an extremely short focal length and angle of view. The visual effect of a fisheye camera is similar to that of a fisheye observing a scene above water. The fisheye is similar in structure to the human eye and is a relatively flat crystal. Although a fisheye can only see relatively close objects, the angle of view of the fisheye is relatively large.

[0107] (2) Camera angle of view: The camera angle of view is the angle that the camera lens can reach, capture, and see. The camera angle of view is a range value.

[0108] (3) Switching: When a device has multiple cameras (e.g., a front camera and a rear camera), the cameras can be invoked through switching.

[0109] (4) Zoom ratio: The zoom ratio is usually the ratio between the maximum focal length of the zoom lens and the minimum focal length of the zoom lens. Zooming can better ensure that the image quality is not obviously reduced due to the adjustment of the focal length. A larger zoom ratio indicates a longer distance from the scene that can be photographed.

[0110] (5) Inclination angle: Inclination angle is the angle between the ground slope and the horizontal plane during the vehicle driving process. The inclination angle value can also be referred to as the vehicle body inclination angle value.

[0111] When the viewing angle of the onboard camera remains unchanged relative to the vehicle, the angle and range of the captured image also remain unchanged relative to the vehicle. When the vehicle driving status changes, such a fixed viewing angle results in blind spots that affect vehicle safety. For example, when the vehicle turns, if the viewing angle of the onboard camera remains unchanged, the driver or the autonomous driving function will easily encounter blind spots during the turn and will consequently be unable to observe obstacles on the side during the vehicle turning process. As a result, accidents will easily occur. In another example, when the vehicle accelerates, if the viewing angle of the onboard camera remains unchanged, the driver will tend to strain their eyes, and it will be difficult for the driver or the autonomous driving device to focus on the road conditions ahead of the vehicle. As a result, the response policy cannot be quickly adjusted when a danger approaches, and traffic accidents will easily occur. In another example, when the vehicle is driving uphill, if the viewing angle of the onboard camera remains unchanged, the driver or the autonomous driving device will be unable to effectively observe the road conditions on the slope, and accidents will easily occur.

[0112] 3 is a schematic diagram of a method 300 for controlling the angle of view of an on-board camera according to an embodiment of the present application. The method 300 can be applied to the vehicle 100 in FIG. 1 or the vehicle 200 in FIG. 2. In the driving process, the angle of view of the vehicle camera can change with the driving conditions of the vehicle. The method 300 can include the following steps:

[0113] S301: Obtain real-time status parameters of the vehicle during the driving process.

[0114] The real-time status parameter is used to indicate the real-time driving status of the vehicle. For example, the real-time status parameter may be used to represent the real-time speed of the vehicle (e.g., driving speed value), the real-time turning status of the vehicle (e.g., steering wheel angle of the vehicle), or the real-time tilting status of the vehicle (angle between the vehicle and a horizontal plane).

[0115] It should be understood that the above example of the real-time status parameter in the vehicle driving process is merely an example for explanation, and the present embodiment is not limited thereto. Alternatively, the parameter may be another type of real-time status parameter that can be acquired in the vehicle driving process.

[0116] S302: Control the viewing angle of the vehicle camera based on the real-time status parameters.

[0117] Based on the above technical solutions, according to this embodiment of the present application, during the vehicle driving process, status parameters can be acquired in real time, and the camera's viewing angle can be controlled in real time, which can improve driving safety compared with the case where the camera's viewing angle remains unchanged relative to the vehicle during the driving process.

[0118] The angle of view control method in this embodiment of the present application may use a variety of suitable real-time control solutions.

[0119] For example, a correspondence between a specific value range of a vehicle's real-time status parameter and a field of view may be set to find a corresponding field of view based on the status parameter value collected in real time, thereby dynamically controlling the field of view of the on-board camera.

[0120] Table 1 provides an example of the correspondence between the value ranges of the real-time status parameters and the angles of view. [Table 1] [Table 1]

[0121] According to the implementation in Table 1, first, the value range to which the real-time status parameter belongs may be determined, then the corresponding angle of view is determined, and the on-board camera is controlled based on the determined angle of view, so that the angle of view of the on-board camera changes in real time.

[0122] In this way, real-time dynamic control of the angle of view of the vehicle-mounted camera can be easily implemented, thereby improving driving safety.

[0123] In another implementation, the field of view of the in-vehicle camera may be determined based on a numerical relationship between the real-time status parameter and the field of view. For example, the real-time status parameter and the field of view may have a linear relationship, as follows: y=a*x+b

[0124] Here, x is the value of the real-time status parameter, y is the angle of view, and a and b are preset real numbers.

[0125] Of course, the numerical relationship between the real-time status parameter and the angle of view is not limited to the linear form described above, but may alternatively be in a non-linear form.

[0126] In this way, real-time dynamic control of the angle of view of the vehicle-mounted camera can be easily implemented, thereby improving driving safety.

[0127] In yet another implementation, the field of view of the vehicle's camera may be controlled based on real-time status parameters and preset status parameter intervals.

[0128] Specifically, outside the status parameter interval, the camera's angle of view may be controlled to a fixed value; within the status parameter interval, the camera's angle of view may be controlled to change based on a particular value of the real-time status parameter, for example, based on a linear or non-linear relationship, or in a manner similar to that in Table 1.

[0129] In this way, real-time dynamic control of the field of view of the vehicle-mounted camera can be easily implemented, thereby improving driving safety. In addition, the upper and lower limit values ​​of the field of view can be controlled, which is more suitable for scenarios where the field of view change range is limited.

[0130] Optionally, the status parameter interval may be configured by a user or another management device. In this case, configuration information for the status parameter interval may be received in advance, for example, the configuration information is received from a user or another management device; and the status parameter interval is configured based on the configuration information.

[0131] In this way, the status parameter interval can be dynamically adjusted to more flexibly meet the requirements in different scenarios.

[0132] Optionally, the status parameter interval may include at least one of the following intervals: a speed interval of the vehicle, a steering wheel angle interval of the vehicle, and an included angle interval between the vehicle and a horizontal plane.

[0133] In the following, the embodiments of the present application will be described in detail with reference to the processes shown in FIGS.

[0134] 4 is a schematic diagram of the view angle change of the front-view camera during the vehicle acceleration process according to one embodiment of the present application, which is a possible implementation of step S302 in FIG.

[0135] Thus, the real-time status parameters include the vehicle speed of the vehicle; and the step of controlling the angle of view of the vehicle camera based on the real-time status parameters includes the step of controlling the angle of view of the vehicle camera to be f1 when the vehicle speed of the vehicle is a first vehicle speed; or the step of controlling the angle of view of the vehicle camera to be f2 when the vehicle speed of the vehicle is a second vehicle speed, wherein the first vehicle speed is lower than the second vehicle speed and the angle of view f1 is smaller than or equal to the angle of view f2.

[0136] As an example, for purposes of explanation, in the embodiments of the present application, "a field angle smaller than or equal to another field angle" may refer to a magnitude relationship between field angle values, where a smaller field angle corresponds to a smaller field angle value.

[0137] This embodiment will be specifically described below.

[0138] As shown in (a) of FIG. 4, under normal driving conditions, when the angle of view of the camera is switched to the front view, the angle of view of the front view camera is f1.

[0139] As shown in FIG. 4(b), during vehicle acceleration, the angle of view of the front view camera is controlled to increase from a smaller value f1 to f2.

[0140] In this way, when the vehicle driving speed is higher, the field of view of the vehicle's front view camera can be controlled to increase, thereby providing safer visual information of the conditions ahead of the vehicle.

[0141] 5 is a schematic diagram of the view angle change of the front-view camera in the vehicle deceleration process according to one embodiment of the present application, which is a possible implementation of step S302 in FIG.

[0142] Thus, the real-time status parameters include the vehicle speed of the vehicle; and the step of controlling the angle of view of the vehicle camera based on the real-time status parameters includes the step of controlling the angle of view of the vehicle camera to be f3 when the vehicle speed of the vehicle is a first vehicle speed; or the step of controlling the angle of view of the vehicle camera to be f4 when the vehicle speed of the vehicle is a second vehicle speed, wherein the first vehicle speed is higher than the second vehicle speed and the angle of view f3 is greater than or equal to the angle of view f4.

[0143] As shown in (a) of FIG. 5, under normal driving conditions, when the angle of view of the camera is switched to the front view, the angle of view of the front view camera is f3.

[0144] As shown in FIG. 5(b), during vehicle deceleration, the angle of view of the front view camera is controlled to decrease from a larger angle f3 to f4.

[0145] In this way, when the vehicle driving speed is lower, the field of view of the vehicle's front view camera can be controlled to decrease, thereby providing safer visual information of the conditions ahead of the vehicle.

[0146] 6 is a functional relationship diagram of the angle of view of a front-view camera of a vehicle that changes with speed according to one embodiment of the present application. FIG. 6 shows a specific method for controlling the angle of view of the front-view camera in FIG. 4 or FIG. 5 to change.

[0147] As shown in Figure 6, when the camera angle of view is switched to the front view, there is a linear transformation between the driving speed and the angle of view of the front view camera within a preset status parameter interval to implement the angle of view transition. The specific process of the transition includes:

[0148] The range of the angle of view of the front-view camera 9 related to the speed change is from f(min9) to f(max9), and the corresponding speed range in which the angle of view change occurs is from v(min9) to v(max9).

[0149] If the real-time vehicle speed v satisfies the condition v(min9)≦v(real-time)≦v(max9), the following is true:

number

[0150] If the real-time vehicle speed v(real-time) satisfies the following condition, f(real-time) is as follows:

[0151] If v(real-time) is greater than v(max9), then f(real-time) is equal to f(max9).

[0152] If v(real-time) is less than v(min9), then f(real-time) is equal to f(min9).

[0153] For example, if the range of the angle of view of the front view camera that changes with speed is from 30° to 120°, the corresponding speed range in which the angle of view changes is from 20 km / h to 110 km / h.

[0154] When the real-time vehicle speed v satisfies the condition 20≦v(real-time)≦110, and v(real-time) is equal to 90 km / h, f(real-time) is as follows: f(real-time)=30+(120-30) / (110-20)×(90-20)=100°

[0155] In a possible case, when the vehicle is traveling under severe driving conditions, such as night, rain, snow, or haze, the field of view change range is increased by a factor n, i.e., 1 <n≦1.5である。

[0156] In this example, the range of change in the angle of view of the front view camera is as follows: F(min9) = f(min9) × n, and F(max9) = f(max9) × n

[0157] The range of the front view camera's angle of view, which is related to speed changes, is from F(min9) to f(max9).

[0158] For example, when the vehicle is traveling in harsh driving conditions, such as night, rain, snow, or haze, the field of view change range is increased by a factor of 1.2. If the field of view range of the front-view camera, over which the field of view changes with speed, is from 42° to 144°, the corresponding speed range over which the field of view change occurs is from 20 km / h to 110 km / h.

[0159] When the real-time vehicle speed v satisfies the condition 20≦v(real-time)≦110, and v(real-time) is equal to 90 km / h, f(real-time) is as follows: f(real-time)=42+(144-42) / (110-20)×(90-20)≒121.3°

[0160] Based on this, according to an embodiment of the present application, if the vehicle driving speed value satisfies the preset status parameter interval, the real-time field of view angle of the vehicle's front-view camera is determined based on the acquired vehicle driving speed value and the maximum and minimum values ​​in the preset status parameter interval; or if the vehicle driving speed value does not satisfy the preset status parameter interval, the real-time field of view angle of the front-view camera is set to the maximum or minimum value. In these two ways, according to an embodiment of the present application, the fixed field of view angle of the front-view camera is changed during the vehicle driving process to help the driver or the vehicle's autonomous driving function better observe the surrounding driving environment, thereby improving driving safety.

[0161] It should be understood that the method for controlling the front-view camera of a vehicle in the embodiment of the present application is merely an example. The manner of controlling the camera's angle of view based on the vehicle speed may be based on the maximum and minimum values ​​at a preset interval, or may not be based on a preset interval; may be based on a linear change in the vehicle speed at a preset interval, or may be based on a nonlinear transformation; and may be obtained through calculation based on a formula, or may be obtained in another manner. This is not strictly limited in the embodiment of the present application.

[0162] 7 is a schematic diagram of the view angle change of the rearview camera during the vehicle acceleration process according to one embodiment of the present application, which is a possible implementation of step S302 in FIG.

[0163] Thus, the real-time status parameters include the vehicle's speed; and the step of controlling the angle of view of the vehicle's camera based on the real-time status parameters includes controlling the angle of view of the vehicle's camera to be an angle of view f3 when the vehicle's speed is a first vehicle speed; or controlling the angle of view of the vehicle's camera to be an angle of view f4 when the vehicle's speed is a second vehicle speed, wherein the first vehicle speed is lower than the second vehicle speed and the angle of view f3 is smaller than or equal to the angle of view f4.

[0164] This embodiment will be specifically described below.

[0165] As shown in (a) of FIG. 7, under normal driving conditions, when the camera angle of view is switched to rear view, the angle of view of the rear view camera is f3.

[0166] As shown in FIG. 7(b), during vehicle acceleration, the rearview camera's field of view is increased from a smaller f3 to f4.

[0167] In this way, when the vehicle driving speed is higher, the field of view of the vehicle's rearview camera can be controlled to increase, thereby providing safer visual information of the conditions behind the vehicle.

[0168] 8 is a schematic diagram of the view angle change of the rearview camera during the vehicle deceleration process according to one embodiment of the present application, which is a possible implementation of step S302 in FIG.

[0169] Thus, the real-time status parameters include the vehicle's speed; and the step of controlling the field of view of the vehicle's camera based on the real-time status parameters includes controlling the field of view of the vehicle's camera to be an angle of view f1 when the vehicle's speed is a first vehicle speed; or controlling the field of view of the vehicle's camera to be an angle of view f2 when the vehicle's speed is a second vehicle speed, wherein the first vehicle speed is higher than the second vehicle speed and the field of view f1 is greater than or equal to the field of view f2.

[0170] As shown in (a) of FIG. 8, under normal driving conditions, when the camera angle of view is switched to rear view, the angle of view of the rear view camera is f1.

[0171] As shown in FIG. 8(b), during vehicle deceleration, the rearview camera's angle of view is reduced from a larger value f1 to f2.

[0172] In this way, when the vehicle driving speed is lower, the field of view of the vehicle's rearview camera can be controlled to decrease, thereby providing safer visual information of the conditions behind the vehicle.

[0173] 9 is a functional relationship diagram of the view angle of a rearview camera of a vehicle that changes with speed according to one embodiment of the present application. FIG. 9 shows a specific method for controlling the view angle of the rearview camera in FIG. 7 or FIG. 8 to change.

[0174] As shown in Figure 9, when the camera angle of view is switched to rear view, there is a linear transformation between the driving speed and the angle of view of the rear view camera within a preset status parameter interval to implement the change transition of the angle of view. The specific process of the change transition includes:

[0175] The range of the angle of view of the rearview camera 11 related to the speed change is from f(min11) to f(max11), and the corresponding speed range in which the angle of view change occurs is from v(min11) to v(max11).

[0176] If the real-time vehicle speed v satisfies the condition v(min11)≦v(real-time)≦v(max11), the following is true:

number

[0177] If the real-time vehicle speed v(real-time) satisfies the following condition, f(real-time) is as follows:

[0178] If v(real-time) is greater than v(max11), then f(real-time) is equal to f(max11).

[0179] If v(real-time) is less than v(min11), then f(real-time) is equal to f(min11).

[0180] For example, if the range of the angle of view of the rearview camera that changes with speed is from 30° to 120°, the corresponding speed range in which the angle of view changes is from 20 km / h to 110 km / h.

[0181] When the real-time vehicle speed v satisfies the condition 20≦v(real-time)≦110, and v(real-time) is equal to 90 km / h, f(real-time) is as follows: f(real-time)=30+(120-30) / (110-20)×(90-20)=100°

[0182] In a possible case, when the vehicle is traveling under severe driving conditions, such as night, rain, snow, or haze, the field of view change range is increased by a factor n, i.e., 1 <n≦1.5である。

[0183] In this example, the range of change of the angle of view of the rearview camera is as follows: F(min11) = f(min11) × n, and F(max11) = f(max11) × n

[0184] The range of the rearview camera's angle of view, which is related to speed changes, is from F(min11) to F(max11).

[0185] For example, when the vehicle is traveling in harsh driving conditions, such as night, rain, snow, or haze, the field of view change range is increased by a factor of 1.2. If the field of view range of the rearview camera, over which the field of view changes with speed, is from 42° to 144°, the corresponding speed range over which the field of view change occurs is from 20 km / h to 110 km / h.

[0186] When the real-time vehicle speed v satisfies the condition 20≦v(real-time)≦110, and v(real-time) is equal to 90 km / h, f(real-time) is as follows: f(real-time)=42+(144-42) / (110-20)×(90-20)≒121.3°

[0187] Based on this, according to an embodiment of the present application, if the vehicle driving speed value meets the preset status parameter interval, the real-time field of view angle of the vehicle's rearview camera is determined based on the acquired vehicle driving speed value and the maximum and minimum values ​​in the preset status parameter interval; or if the vehicle driving speed value does not meet the preset status parameter interval, the real-time field of view angle of the rearview camera is set to the maximum or minimum value. In these two ways, according to an embodiment of the present application, the fixed field of view angle of the rearview camera is changed during the vehicle driving process to help the driver or the autonomous vehicle better observe the surrounding driving environment, thereby improving driving safety.

[0188] It should be understood that the method for controlling the rearview camera of a vehicle in the embodiment of the present application is merely an example. The manner of controlling the angle of view of the rearview camera based on the vehicle speed may be based on the maximum and minimum values ​​at a predetermined interval, or may not be based on a predetermined interval; may be based on a linear change in the vehicle speed at a predetermined interval, or may be based on a nonlinear transformation; and may be obtained through calculation based on a formula, or may be obtained in another manner. This is not strictly limited in the embodiment of the present application.

[0189] 10 is a schematic diagram of the view angle of a front-view camera changing with the steering wheel angle during a vehicle steering process according to one embodiment of the present application, which is a possible implementation of step S302 in FIG.

[0190] In this implementation, the real-time status parameters include a steering wheel angle of the vehicle; and the step of controlling the angle of view of the camera of the vehicle based on the real-time status parameters includes a step of controlling the angle of view of the camera of the vehicle to deflect to the left by an angle corresponding to the steering angle when the steering angle is a counterclockwise steering angle; or a step of controlling the angle of view of the camera of the vehicle to deflect to the right by an angle corresponding to the steering angle when the steering angle is a clockwise steering angle, wherein a larger absolute value of the steering angle indicates a larger deflection angle.

[0191] As an example, for purposes of explanation, in this embodiment of the present application, the angle of view of the vehicle's camera is deflected to the left or right by a certain angle, which may mean that the angle of view is deflected to the left or right by a certain angle relative to the horizontal.

[0192] This embodiment will be specifically described below.

[0193] As shown in Figures 10(a) to 10(d), when the steering wheel is turned left (right), the range indicated by the front-view field of view moves left (right) at a constant speed. After the steering wheel is turned to the maximum angle θ, the left (right) rotation angle of the front-view field of view reaches a maximum value and remains unchanged. In the process of the steering wheel returning to the right (left), the front-view field of view moves right (left) at a constant speed to the initial field of view.

[0194] In this way, the fixed angle of view of the front-view camera can be changed during the driving process as the vehicle turns, thereby providing safer visual information of the conditions to the sides of the vehicle.

[0195] 11 is a functional relationship diagram of the angle of view of a front-view camera of a vehicle that changes with the steering wheel angle according to one embodiment of the present application. FIG. 11 is a specific method for controlling the angle of view of the front-view camera in FIG. 10 to change.

[0196] As shown in Figure 11, when the camera angle of view is switched to the front view, there is a linear transformation between the steering wheel rotation angle and the angle of view of the front view camera within a preset status parameter interval to implement the change transition of the angle of view. The specific process of the change transition includes:

[0197] The range of the view angle rotation angle b of the front view camera 9 associated with the steering wheel rotation angle change is from 0 to b(max9), and the corresponding range of the steering wheel angle θ where the view angle change occurs is from θ(min9) to θ(max9).

[0198] If the real-time steering wheel angle θ satisfies the condition θ(min9)≦θ(real-time)≦θ(max9), then the following is true:

number

[0199] If the real-time steering wheel angle θ satisfies the following condition, then b(real-time) is:

[0200] If θ(real-time) is greater than θ(max9), then b(real-time) is equal to b(max9).

[0201] If θ(real-time) is less than θ(min9), then b(real-time) is equal to 0.

[0202] For example, if the range of the left / right rotation angle b of the view angle of the front view camera 9 associated with a change in the steering wheel rotation angle is from 0° to 60°, the corresponding range of the steering wheel angle θ where the view angle change occurs is from 30° to 150°.

[0203] If the real-time steering wheel angle θ satisfies the condition 30≦θ(real-time)≦150, the following is true:

[0204] If θ(real-time) is equal to 120°, then b(real-time) is: b(real-time)=60 / (150-30)×(120-30)=45°.

[0205] Based on the above solution, according to an embodiment of the present application, if the steering wheel rotation angle value satisfies a preset status parameter interval, the real-time field of view angle of the vehicle's front-view camera is determined based on the acquired steering wheel rotation angle value and the maximum and minimum values ​​in the preset status parameter interval; or if the steering wheel rotation angle value does not satisfy the preset status parameter interval, the real-time field of view angle of the front-view camera is set to the maximum or minimum value. In these two ways, according to an embodiment of the present application, the fixed field of view angle of the front-view camera is changed during the vehicle driving process to help the driver better observe the surrounding driving environment, thereby improving driving safety.

[0206] It should be understood that the method for controlling the front-view camera of a vehicle in the embodiment of the present application is merely an example. The manner of controlling the camera's angle of view based on the steering wheel angle may be based on the maximum and minimum values ​​at a preset interval, or may not be based on a preset interval; may be based on a linear change in the steering wheel angle value at a preset interval, or may be based on a nonlinear transformation; and may be obtained through calculation based on a formula, or may be obtained in another manner. This is not strictly limited in the embodiment of the present application.

[0207] 12 is a schematic diagram of the view angle of a rearview camera changing with the steering wheel angle during a vehicle steering process according to one embodiment of the present application, which is a possible implementation of step S302 in FIG.

[0208] In this implementation, the real-time status parameters include a steering wheel angle of the vehicle; and the step of controlling the angle of view of the camera of the vehicle based on the real-time status parameters includes a step of controlling the angle of view of the camera of the vehicle to deflect to the left by an angle corresponding to the steering angle when the steering angle is a counterclockwise steering angle; or a step of controlling the angle of view of the camera of the vehicle to deflect to the right by an angle corresponding to the steering angle when the steering angle is a clockwise steering angle, wherein a larger absolute value of the steering angle indicates a larger deflection angle.

[0209] This embodiment will be specifically described below.

[0210] As shown in Figures 12(a) to 12(d), when the steering wheel is turned left (right), the range indicated by the rearview field angle moves right (left) at a constant speed. After the steering wheel is turned to the maximum angle θ, the right (left) rotation angle of the rearview field angle reaches a maximum value and remains unchanged. In the process of the steering wheel returning to the left (right), the rearview field angle moves left (right) at a constant speed to the initial field angle.

[0211] In this way, the fixed angle of view of the rearview camera can be changed in the driving process as the vehicle turns, thereby providing safer visual information of the conditions on the sides of the vehicle.

[0212] 13 is a functional relationship diagram of the view angle of the rearview camera of a vehicle that changes with the steering wheel angle according to one embodiment of the present application. FIG. 13 is a specific method for controlling the view angle of the rearview camera in FIG. 12 to change.

[0213] As shown in Figure 13, when the camera angle of view is switched to rear view, there is a linear transformation between the steering wheel rotation angle and the rear view camera angle of view within a preset status parameter interval to implement the change transition of the angle of view. The specific process of the change transition includes:

[0214] The range of the view angle rotation angle b of the rearview camera 11 associated with the steering wheel rotation angle change is from 0 to b(max11), and the corresponding range of the steering wheel angle θ where the view angle change occurs is from θ(min11) to θ(max11).

[0215] If the real-time steering wheel angle θ satisfies the condition θ(min11)≦θ(real-time)≦θ(max11), the following is true:

number

[0216] If the real-time steering wheel angle θ satisfies the following condition, then b(real-time) is:

[0217] If θ(real-time) is greater than θ(max11), then b(real-time) is equal to b(max11).

[0218] If θ(real-time) is less than θ(min11), then b(real-time) is equal to 0.

[0219] For example, if the range of the left / right rotation angle b of the rearview camera 11 associated with a change in steering wheel rotation angle is from 0° to 60°, the corresponding range of the steering wheel angle θ where the change in the angle of view occurs is from 30° to 150°.

[0220] If the real-time steering wheel angle θ satisfies the condition 30≦θ(real-time)≦150, the following is true:

[0221] If θ(real-time) is equal to 120°, then b(real-time) is: b(real-time)=60 / (150-30)×(120-30)=45°.

[0222] Based on the above solution, according to an embodiment of the present application, if the steering wheel rotation angle value satisfies a preset status parameter interval, the real-time field of view angle of the vehicle's rearview camera is determined based on the acquired steering wheel rotation angle value and the maximum and minimum values ​​in the preset status parameter interval; or if the steering wheel rotation angle value does not satisfy the preset status parameter interval, the real-time field of view angle of the rearview camera is set to the maximum or minimum value. In these two ways, according to an embodiment of the present application, the fixed field of view angle of the rearview camera is changed during the vehicle driving process to help the driver or the autonomous vehicle better observe the surrounding driving environment, thereby improving driving safety.

[0223] It should be understood that the method for controlling the rearview camera of a vehicle in the embodiment of the present application is merely an example. The manner of controlling the view angle of the rearview camera based on the steering wheel angle may be based on the maximum and minimum values ​​at a predetermined interval, or may not be based on a predetermined interval; may be based on a linear change in the steering wheel angle value at a predetermined interval, or may be based on a nonlinear transformation; and may be obtained through calculation based on a formula, or may be obtained in another manner. This is not strictly limited in the embodiment of the present application.

[0224] 14 is a schematic diagram of the view angle change of the front-view camera in the process of the vehicle running uphill according to one embodiment of the present application. FIG. 14 is a possible implementation of step S302 in FIG.

[0225] In this implementation, the real-time status parameters include the included angle between the vehicle and the horizontal plane; and the step of controlling the angle of view of the camera of the vehicle based on the real-time status parameters includes a step of controlling the angle of view of the camera of the vehicle to be a sixth angle of view if the included angle is a first included angle; or a step of controlling the angle of view of the camera of the vehicle to be a seventh angle of view if the included angle is a second narrow angle, wherein the first included angle is smaller than the second narrow angle and the sixth angle of view is wider than or equal to the seventh angle of view.

[0226] As an example, for purposes of explanation, in the embodiments of the present application, "a field angle wider than or equal to another field angle" may refer to the magnitude relationship between the included angle between the horizontal plane of the field angle and a reference line or reference plane (e.g., the lower horizontal line, the upper horizontal line, the median line, or the bisector). For example, the reference line is the median line. In this case, a larger included angle between the median line and the horizontal plane indicates a wider field angle.

[0227] This embodiment will be specifically described below.

[0228] As shown in Figures 14(a) and 14(b), the gradient of the uphill slope ahead of the vehicle is θ. When the vehicle is traveling uphill, the angle by which the front-view camera's angle of view is tilted upward is calculated based on the real-time status parameter θ and a preset status parameter interval. When the vehicle is traveling uphill, the angle of view of the front-view camera is tilted upward by this angle at a constant speed.

[0229] In this way, when the vehicle is traveling uphill, the field of view of the vehicle's front view camera can be controlled to be angled upward by a specific angle, thereby providing safer visual information of the conditions ahead of the vehicle traveling uphill.

[0230] 15 is a schematic diagram of the view angle change of the front-view camera in the process of the vehicle running downhill according to one embodiment of the present application. FIG. 15 is a possible implementation of step S302 in FIG.

[0231] As shown in Figures 15(a) and 15(b), the gradient of the downward slope ahead of the vehicle is θ. When the vehicle is traveling downhill, the angle by which the field of view of the front-view camera is tilted downward is calculated based on the real-time status parameter θ and a preset status parameter interval. When the vehicle is traveling downhill, the field of view of the front-view camera is tilted downward by this angle at a constant speed.

[0232] In this way, when the vehicle is traveling downhill, the field of view of the vehicle's front view camera can be controlled to point downward by a specific angle, thereby providing safer visual information of the conditions ahead of the vehicle traveling downhill.

[0233] 16 is a functional relationship diagram of the angle of view of a front-view camera of a vehicle that changes with a gradient according to an embodiment of the present application. FIG. 16 shows a specific method for controlling the angle of view of the front-view camera in FIG. 14 or FIG. 15 to change.

[0234] As shown in Figure 16, when the camera angle of view is switched to the front view, there is a linear transformation between the tilt gradient angle and the angle of view of the front view camera within a preset status parameter interval to implement the angle of view change transition. The specific process of change transition includes:

[0235] The range of the angle of view of the front-view camera 9 related to the gradient angle change is from 0 to a(max9), and the corresponding gradient angle range in which the gradient angle change occurs is from θ(min9) to θ(max9).

[0236] If the real-time gradient θ(real-time) satisfies the condition θ(min9)≦θ(real-time)≦θ(max9), the following is true:

number

[0237] When the real-time angle θ(real-time) satisfies the following condition, a(real-time) is as follows:

[0238] If θ(real-time) is greater than θ(max9), a(real-time) is equal to a(max9).

[0239] If θ(real-time) is less than θ(min9), a(real-time) is equal to 0.

[0240] For example, if the view angle range of the front-view camera 9 related to the gradient angle change is from 0° to 16°, the corresponding gradient angle range in which the view angle change occurs is from 0° to 8°.

[0241] If the real-time gradient θ(real-time) satisfies the condition 0≦θ(real-time)≦8, the following is true:

[0242] If θ(real-time) is equal to 4°, then b(real-time) is: b(real-time)=16 / (8-0)×(4-0)=8°.

[0243] Based on the above solution, according to an embodiment of the present application, if the included angle between the vehicle and the horizontal plane satisfies a preset status parameter interval, the real-time field of view angle of the vehicle's front-view camera is determined based on the acquired included angle between the vehicle and the horizontal plane and the maximum and minimum values ​​in the preset status parameter interval; or if the included angle between the vehicle and the horizontal plane does not satisfy the preset status parameter interval, the real-time field of view angle of the vehicle's front-view camera is set to the maximum or minimum value. In these two ways, according to an embodiment of the present application, the fixed field of view angle of the front-view camera is changed during the vehicle driving process to help the driver or the intelligent driving vehicle better observe the surrounding driving environment, thereby improving driving safety.

[0244] It should be understood that the method for controlling the front-view camera of a vehicle in the embodiment of the present application is merely an example. The manner of controlling the angle of view of the front-view camera based on the included angle between the vehicle and the horizontal plane may be based on the maximum and minimum values ​​at a predetermined interval, or may not be based on a predetermined interval; may be based on a linear change in the steering wheel angle value at a predetermined interval, or may be based on a nonlinear transformation; and may be obtained through calculation based on a formula, or may be obtained in another manner. This is not strictly limited in the embodiment of the present application.

[0245] 17 is a schematic diagram of the view angle change of the rearview camera in the process of the vehicle running uphill according to one embodiment of the present application. FIG. 17 is a possible implementation of step S302 in FIG.

[0246] In this implementation, the real-time status parameters include the included angle between the vehicle and the horizontal plane; and the step of controlling the angle of view of the camera of the vehicle based on the real-time status parameters includes a step of controlling the angle of view of the camera of the vehicle to be a sixth angle of view if the included angle is a first included angle; or a step of controlling the angle of view of the camera of the vehicle to be a seventh angle of view if the included angle is a second narrow angle, wherein the first included angle is smaller than the second narrow angle and the sixth angle of view is wider than or equal to the seventh angle of view.

[0247] This embodiment will be specifically described below.

[0248] As shown in Figures 17(a) and 17(b), the gradient of the uphill slope ahead of the vehicle is θ. When the vehicle is traveling uphill, the angle by which the rearview camera's angle of view is tilted upward is calculated based on the real-time status parameter θ and a preset status parameter interval. When the vehicle is traveling uphill, the rearview camera's angle of view is tilted upward by this angle at a constant speed.

[0249] In this way, when the vehicle is traveling uphill, the field of view of the vehicle's rearview camera can be controlled to be angled upward by a specific angle, thereby providing safer visual information of the conditions behind the vehicle traveling uphill.

[0250] 18 is a schematic diagram of the view angle change of the rearview camera in the process of the vehicle running downhill according to one embodiment of the present application. FIG. 18 is a possible implementation of step S302 in FIG.

[0251] As shown in Figures 18(a) and 18(b), the gradient of the downward slope ahead of the vehicle is θ. When the vehicle is traveling downhill, the angle by which the rearview camera's angle of view is tilted downward is calculated based on the real-time status parameter θ and a preset status parameter interval. When the vehicle is traveling downhill, the rearview camera's angle of view is tilted downward at a constant speed by this angle.

[0252] In this way, when the vehicle is traveling downhill, the field of view of the vehicle's rearview camera can be controlled to be angled downward by a specific angle, thereby providing safer visual information of the conditions behind the vehicle traveling downhill.

[0253] 19 is a functional relationship diagram of the angle of view of a rearview camera of a vehicle that changes with a gradient according to one embodiment of the present application. FIG. 19 shows a specific method for controlling the angle of view of the rearview camera in FIG. 17 or FIG. 18 to change.

[0254] As shown in Figure 19, when the camera's angle of view is switched to rear view, there is a linear transformation between the incline gradient angle and the angle of view of the rearview camera within a preset status parameter interval to implement the angle of view change transition. The specific process of the change transition includes: the angle of view range of the rearview camera 11 related to the gradient angle change is from 0 to a(max11), and the corresponding gradient angle range in which the angle of view change occurs is from θ(min11) to θ(max11).

[0255] If the real-time gradient θ(real-time) satisfies the condition θ(min11)≦θ(real-time)≦θ(max11), the following is true:

number

[0256] That is, a(real-time) is as follows: a(real-time) = a(max11) / θ(max11)-θ(min11) × (θ(real-time)-θ(min11)).

[0257] When the real-time angle θ(real-time) satisfies the following condition, a(real-time) is as follows:

[0258] If θ(real-time) is greater than θ(max11), a(real-time) is equal to max11.

[0259] If θ(real-time) is less than θ(min11), a(real-time) is equal to 0.

[0260] For example, if the view angle range of the rearview camera 11 related to the gradient angle change is from 0° to 16°, the corresponding gradient angle range in which the view angle change occurs is from 0° to 8°.

[0261] If the real-time gradient θ(real-time) satisfies the condition 0≦θ(real-time)≦8, the following is true:

[0262] If θ(real-time) is equal to 4°, then b(real-time) is: b(real-time)=16 / (8-0)×(4-0)=8°.

[0263] Based on the above solution, according to an embodiment of the present application, if the included angle between the vehicle and the horizontal plane satisfies a preset status parameter interval, the real-time field of view angle of the vehicle's rearview camera is determined based on the acquired included angle between the vehicle and the horizontal plane and the maximum and minimum values ​​in the preset status parameter interval; or if the included angle between the vehicle and the horizontal plane does not satisfy the preset status parameter interval, the real-time field of view angle of the vehicle's rearview camera is set to the maximum or minimum value. In these two ways, according to an embodiment of the present application, the fixed field of view angle of the rearview camera is changed during the vehicle driving process to help the driver better observe the surrounding driving environment, thereby improving driving safety.

[0264] It should be understood that the method for controlling the rearview camera of a vehicle in the embodiment of the present application is merely an example. The manner of controlling the angle of view of the rearview camera based on the included angle between the vehicle and the horizontal plane may be based on the maximum and minimum values ​​at a predetermined interval, or may not be based on a predetermined interval; may be based on a linear change in the steering wheel angle value at a predetermined interval, or may be based on a nonlinear transformation; and may be obtained through calculation based on a formula, or may be obtained in another manner. This is not strictly limited in the embodiment of the present application.

[0265] It should be further understood that the embodiments described herein may be independent solutions or may be combined based on internal logic. All of these solutions are within the scope of protection of the present application. For example, a method for changing the angle of view in a vehicle acceleration process may be used in combination with a method for changing the angle of view in a vehicle uphill driving process, or may be used independently. In another example, a method for changing the angle of view in a vehicle deceleration process may be used separately, or may be used in combination with a method for changing the angle of view in a vehicle steering process.

[0266] FIG. 20 is a schematic block diagram of an apparatus for controlling the angle of view of an in-vehicle camera according to an embodiment of the present application.

[0267] The apparatus 2000 includes an acquiring unit 2001 and a control unit 2002. The acquiring unit 2001 may implement corresponding communication functions, and the control unit 2002 is configured to perform data processing.

[0268] Optionally, the apparatus 2000 may further include a storage unit. The storage unit may be configured to store instructions and / or data, and the control unit 2002 may read the instructions and / or data in the storage unit, such that the apparatus implements the aforementioned method embodiments.

[0269] The apparatus 2000 may include units configured to perform Fig. 3. In addition, the units in the apparatus 2000 and other operations and / or functions described above are each used to implement the corresponding procedures of the method embodiments in Fig. 3.

[0270] When the apparatus 2000 is configured to perform the method 300 in FIG. 3, the acquisition unit 2001 may be configured to perform step S301 in the method 300, and the control unit 2002 may be configured to perform step S302 in the method 300.

[0271] Specifically, the acquisition unit 2001 is configured to acquire real-time status parameters of the vehicle, which are used to indicate the driving status of the vehicle, and the control unit 2002 is configured to control the angle of view of the camera of the vehicle based on the real-time status parameters.

[0272] In a possible implementation, the control unit 2002 is specifically configured to control the field of view of the vehicle's camera based on real-time status parameters and pre-set status parameter intervals.

[0273] In a possible implementation, the status parameter interval includes a minimum value and a maximum value, the minimum value corresponding to a first angle of view of the camera, and the maximum value corresponding to a second angle of view of the camera; and the control unit 2002 is specifically configured to control the angle of view of the camera of the vehicle to be the first angle of view when the value of the real-time status parameter is smaller than or equal to the minimum value; or to control the angle of view of the camera of the vehicle to be the second angle of view when the value of the real-time status parameter is larger than or equal to the maximum value; or to control the angle of view of the camera of the vehicle to be a third angle of view when the value of the real-time status parameter is larger than the minimum value and smaller than the maximum value, wherein the third angle of view is obtained by performing linear interpolation on the first angle of view and the second angle of view based on the value, the minimum value, and the maximum value of the real-time status parameter.

[0274] In a possible implementation, the device 2000 may further include a receiving unit and a configuration unit, wherein the receiving unit is configured to receive configuration information of the status parameter interval; and the configuration unit is configured to configure the status parameter interval based on the configuration information of the status parameter interval.

[0275] In a possible implementation, the real-time status parameters include a vehicle speed of the vehicle, and the control unit 2002 is specifically configured to control the angle of view of the camera of the vehicle to be a fourth angle of view when the vehicle speed of the vehicle is a first vehicle speed; or to control the angle of view of the camera of the vehicle to be a fifth angle of view when the vehicle speed of the vehicle is a second vehicle speed, where the first vehicle speed is lower than the second vehicle speed and the fourth angle of view is smaller than or equal to the fifth angle of view.

[0276] In a possible implementation, the real-time status parameter includes an included angle between the vehicle and a horizontal plane; and the control unit 2002 is specifically configured to control the angle of view of the camera of the vehicle to be a sixth angle of view when the included angle is a first included angle; or to control the angle of view of the camera of the vehicle to be a seventh angle of view when the included angle is a second narrow angle, where the first included angle is smaller than the second narrow angle and the sixth angle of view is wider than or equal to the seventh angle of view.

[0277] In a possible implementation, the real-time status parameter includes a steering wheel angle of the vehicle; and the control unit 2002 is specifically configured to control the angle of view of the camera of the vehicle to deflect to the left by an angle corresponding to the steering angle when the steering angle is a counterclockwise steering angle; or to control the angle of view of the camera of the vehicle to deflect to the right by an angle corresponding to the steering angle when the steering angle is a clockwise steering angle, where a larger absolute value of the steering angle indicates a larger deflection angle.

[0278] In a possible implementation, the status parameter interval includes at least one of the following intervals: a speed interval of the vehicle, a steering wheel angle interval of the vehicle, and an included angle interval between the vehicle and the horizontal plane.

[0279] In a possible implementation, the camera is a front-view or rear-view camera of the vehicle.

[0280] It should be understood that the specific process of each unit performing the aforementioned corresponding step has been described in detail in the aforementioned method embodiments, and for the sake of brevity, the details will not be described again here.

[0281] It should be further understood that the control unit in FIG. 20 may be implemented by at least one processor or processor-related circuitry, the acquisition unit and the transceiver unit may be implemented by a transceiver or transceiver-related circuitry, and the storage unit may be implemented by at least one memory.

[0282] FIG. 21 is another schematic block diagram of an apparatus for controlling the angle of view of an in-vehicle camera according to an embodiment of the present application.

[0283] The apparatus includes a memory 2110, a processor 2120, and a communication interface 2130. The memory 2110, the processor 2120, and the communication interface 2130 are connected to each other by using an internal connection path. The memory 2110 is configured to store instructions. The processor 2120 is configured to execute the instructions stored in the memory 2120 to control the input / output interface 2130 to receive / transmit at least some of the parameters of the second channel model. Optionally, the memory 2110 may be coupled to the processor 2120 through an interface or may be integrated with the processor 2120.

[0284] It should be noted that, by way of example and not limitation, a transceiver device, such as a transceiver, is used for the communication interface 2130 to implement communications between the communication device 2100 and another device or a communication network. The communication interface 2130 may further include an input / output interface.

[0285] In the implementation process, the steps of the aforementioned method may be implemented by an integrated logic circuit of hardware in the processor 2120 or by using instructions in the form of software. The methods disclosed with reference to the embodiments of the present application may be directly implemented by a hardware processor, or may be implemented by using a combination of hardware and software modules in the processor. The software modules may be located in a storage medium well-established in the art, such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, an electrically erasable programmable memory, or a register. The storage medium is located in the memory 2110, and the processor 2120 reads information in the memory 2110 and completes the steps of the aforementioned method in combination with the hardware of the processor. To avoid repetition, the details will not be described again here.

[0286] It should be understood that in embodiments of the present application, the processor may be a central processing unit (CPU), or the processor may be another general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, a discrete gate or transistor logic device or a discrete hardware component, etc. The general-purpose processor may be a microprocessor, or the processor may be any conventional processor, etc.

[0287] It should be further understood that in embodiments of the present application, memory may include read-only memory and random access memory to provide instructions and data to the processor. Components of the processor may further include non-volatile random access memory. For example, the processor may further store device type information.

[0288] It should be understood that the term "and / or" herein describes only a correspondence relationship between related objects and represents three possible relationships. For example, A and / or B may represent three cases: when only A is present, when both A and B are present, and when only B is present. Additionally, the character " / " herein generally indicates an "or" relationship between related objects.

[0289] It should be understood that in various embodiments of the present application, the sequence numbers of the above processes do not indicate the order of execution, and the order of execution of the processes should be determined based on the functions and internal logic of the processes, and shall not constitute any limitation on the implementation process of the embodiments of the present application.

[0290] An embodiment of the present application further provides a computer-readable medium, which stores program code, which, when executed on a computer, enables the computer to perform any of the methods in Figures 3 to 19.

[0291] An embodiment of the present application further provides a chip, the chip including at least one processor and a memory, the at least one processor coupled to the memory and configured to read and execute instructions in the memory to perform any of the methods in Figures 3 to 19.

[0292] An embodiment of the present application further provides an autonomous vehicle including at least one processor and a memory, the at least one processor coupled to the memory and configured to read and execute instructions in the memory to perform any of the methods in Figures 3 to 19.

[0293] As used herein, terms such as "component" and "module" are used to represent computer-related entities, hardware, firmware, a combination of hardware and software, software, or software being executed. For example, a component may be, but is not limited to, a process running on a processor, a processor, an object, an executable, a thread of execution, a program, and / or a computer. As shown in the figure, both an application running on a computing device and the computing device may be a component. One or more components may reside in a process and / or thread of execution, and a component may be located within one computer and / or distributed across two or more computers. Additionally, these components may execute from various computer-readable media that store various data structures. For example, components may communicate using local and / or remote processes and based on signals having one or more data packets (e.g., data from two components interacting with another component in a local system, a distributed system, and / or a network (e.g., the Internet) interacting with another system using signals).

[0294] Those skilled in the art may recognize that the units and algorithm steps described as examples with reference to the embodiments disclosed herein may be implemented by electronic hardware or a combination of computer software and electronic hardware. Whether these functions are implemented by hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art may use different methods to implement the described functions for each specific application, but such implementations should not be considered to go beyond the scope of this application.

[0295] For ease and simplicity of description, those skilled in the art can clearly understand that the specific operation processes of the above-mentioned devices and units can be referred to the corresponding processes in the above-mentioned method embodiments, and the details will not be described again here.

[0296] In some embodiments provided herein, it should be understood that the disclosed devices and methods may be implemented in other manners. For example, the described device embodiments are merely examples. For example, the division into multiple units is merely a logical division of function, and other division methods may exist in actual implementation. For example, multiple units or components may be combined or integrated into another system, or some features may be omitted or not implemented. In addition, the shown or described mutual couplings or direct couplings or communication connections may be implemented using some interfaces. Indirect couplings or communication connections between devices or units may be implemented in electrical, mechanical, or other forms.

[0297] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, located in one place or distributed over multiple network units. Some or all of the units may be selected based on the actual requirements for realizing the objectives of the solutions in the embodiments.

[0298] Additionally, the functional units in the embodiments of the present application may be integrated into one control unit, or each of the units may exist physically alone, or two or more units may be integrated into one unit.

[0299] When a function is implemented in the form of a software functional unit and sold or used as an independent product, the function may be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application may essentially be implemented in the form of a software product, or a portion of the technical solution may contribute to the prior art. A computer software product is stored in a storage medium and includes some instructions for instructing a computer device (which may be a personal computer, a server, a network device, etc.) to perform all or some of the steps of the method in the embodiments of the present application. The storage medium includes any medium that can store program code, such as a USB flash drive, a removable hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0300] The above description is merely a specific implementation of the present application and is not intended to limit the scope of protection of the present application. Any modifications or replacements that can be easily thought of by those skilled in the art within the technical scope disclosed in the present application shall be included in the scope of protection of the present application. Therefore, the scope of protection of the present application shall be subject to the scope of protection of the claims.

Claims

1. A method for controlling the angle of view of an in-vehicle camera, comprising: obtaining real-time status parameters of a vehicle, wherein the real-time status parameters are used to indicate a real-time operating status of the vehicle; and controlling the angle of view of the camera of the vehicle based on the real-time status parameters. Equipped with The real-time status parameters include an included angle between the vehicle and a horizontal plane; The step of controlling the angle of view of the camera of the vehicle based on the real-time status parameter includes: If the included angle is a first included angle, controlling the angle of view of the camera of the vehicle to be a sixth angle of view; or If the included angle is the second narrow angle, controlling the angle of view of the camera of the vehicle to become a seventh angle of view. where The method, wherein the first included angle is less than the second narrow angle, and the sixth angle of view is greater than or equal to the seventh angle of view.

2. The step of controlling the angle of view of the camera of the vehicle based on the real-time status parameter includes: controlling the angle of view of the camera of the vehicle based on the real-time status parameter and a preset status parameter interval, the preset status parameter interval indicating a value range of the real-time status parameter; having The method of claim 1.

3. the status parameter interval includes a minimum value and a maximum value, the minimum value corresponding to a first angle of view of the camera and the maximum value corresponding to a second angle of view of the camera; and The step of controlling the angle of view of the camera of the vehicle based on the real-time status parameter and a preset status parameter interval includes: controlling the angle of view of the camera of the vehicle to the first angle of view if the value of the real-time status parameter is less than or equal to the minimum value; or controlling the angle of view of the camera of the vehicle to the second angle of view when the value of the real-time status parameter is greater than or equal to the maximum value; or controlling the angle of view of the camera of the vehicle to a third angle of view when the value of the real-time status parameter is greater than the minimum value and less than the maximum value, wherein the third angle of view is obtained by performing interpolation on the first angle of view and the second angle of view based on the value, the minimum value, and the maximum value of the real-time status parameter. Including, The method of claim 2.

4. The method comprises: receiving configuration information for the status parameter interval; and configuring the status parameter interval based on the configuration information for the status parameter interval. The method of claim 2 or 3, further comprising:

5. the status parameter intervals include at least one of a speed interval of the vehicle, a steering wheel angle interval of the vehicle, and an included angle interval between the vehicle and a horizontal plane; 5. The method according to any one of claims 2 to 4.

6. The real-time status parameters include a vehicle speed of the vehicle; and The step of controlling the angle of view of the camera of the vehicle based on the real-time status parameter includes: controlling the angle of view of the camera of the vehicle to a fourth angle of view when the vehicle speed of the vehicle is a first vehicle speed and the first vehicle speed is within the preset status parameter interval; or controlling the angle of view of the camera of the vehicle to a fifth angle of view when the vehicle speed of the vehicle is a second vehicle speed and the second vehicle speed is within the preset status parameter interval; where the first vehicle speed is lower than the second vehicle speed, and the fourth angle of view is less than or equal to the fifth angle of view; 6. The method according to any one of claims 2 to 5.

7. The real-time status parameters include a steering wheel angle of the vehicle; and The step of controlling the angle of view of the camera of the vehicle based on the real-time status parameter includes: If the steering wheel angle is a counterclockwise steering angle and the counterclockwise steering angle is within the preset status parameter interval, moving the range indicated by the angle of view of the camera of the vehicle to the left by an angle corresponding to the steering wheel angle; or If the steering wheel angle is a clockwise steering angle and the clockwise steering angle is within the preset status parameter interval, moving a range indicated by the angle of view of the camera of the vehicle to the right so as to deflect the steering wheel angle to the right by an angle corresponding to the steering wheel angle. where A larger absolute value of the steering wheel angle indicates a larger deflection angle.

7. The method according to any one of claims 2 to 6.

8. The real-time status parameters include a vehicle speed of the vehicle; and The step of controlling the angle of view of the camera of the vehicle based on the real-time status parameter includes: controlling the angle of view of the camera of the vehicle to a fourth angle of view when the vehicle speed of the vehicle is a first vehicle speed; or controlling the angle of view of the camera of the vehicle to a fifth angle of view when the vehicle speed of the vehicle is a second vehicle speed; where the first vehicle speed is lower than the second vehicle speed, and the fourth angle of view is less than or equal to the fifth angle of view; The method of claim 1.

9. The real-time status parameters include a steering wheel angle of the vehicle; and The step of controlling the angle of view of the camera of the vehicle based on the real-time status parameter includes: If the steering wheel angle is a counterclockwise steering angle, moving the area indicated by the angle of view of the camera of the vehicle to the left by an angle corresponding to the steering wheel angle; or If the steering wheel angle is a clockwise steering angle, moving the range indicated by the angle of view of the camera of the vehicle to the right so as to deflect to the right by an angle corresponding to the steering wheel angle. where A larger absolute value of the steering wheel angle indicates a larger deflection angle.

10. The method of claim 1 or 8.

10. A device for controlling the angle of view of an in-vehicle camera, an acquiring unit configured to acquire real-time status parameters of a vehicle, where the real-time status parameters are used to indicate an operating status of the vehicle; and a control unit configured to control the angle of view of the camera of the vehicle based on the real-time status parameters Equipped with The real-time status parameters include an included angle between the vehicle and a horizontal plane; The control unit If the included angle is a first included angle, controlling the angle of view of the camera of the vehicle to be a sixth angle of view; or When the included angle is the second narrow angle, the angle of view of the camera of the vehicle is controlled to become a seventh angle of view. where: The apparatus, wherein the first included angle is less than the second narrow angle, and the sixth angle of view is greater than or equal to the seventh angle of view.

11. Specifically, the control unit and controlling the angle of view of the camera of the vehicle based on the real-time status parameter and a preset status parameter interval.

11. The apparatus of claim 10.

12. the status parameter interval includes a minimum value and a maximum value, the minimum value corresponding to a first angle of view of the camera and the maximum value corresponding to a second angle of view of the camera; and Specifically, the control unit configured to control the angle of view of the camera of the vehicle to the first angle of view when the value of the real-time status parameter is less than or equal to the minimum value; or configured to control the angle of view of the camera of the vehicle to the second angle of view when the value of the real-time status parameter is greater than or equal to the maximum value; or and controlling the angle of view of the camera of the vehicle to a third angle of view when the value of the real-time status parameter is greater than the minimum value and less than the maximum value, wherein the third angle of view is obtained by performing interpolation on the first angle of view and the second angle of view based on the value, the minimum value, and the maximum value of the real-time status parameter.

12. The apparatus of claim 11.

13. further comprising a receiving unit and a configuration unit, wherein: the receiving unit is configured to receive configuration information for the status parameter interval; and The configuration unit is configured to configure the status parameter interval based on the configuration information of the status parameter interval.

13. Apparatus according to claim 11 or 12.

14. 10. An apparatus for controlling an angle of view of an on-board camera, comprising: at least one processor and a memory, wherein the at least one processor is coupled to the memory and is configured to read and execute instructions in the memory to perform the method of any one of claims 1 to 9.

15. A computer program product for causing a computer to carry out the method according to any one of claims 1 to 9.

16. 10. An autonomous vehicle comprising at least one processor and a memory, wherein the at least one processor is coupled to the memory and configured to read and execute instructions in the memory to perform the method of any one of claims 1 to 9.

Images